Two cycle engine



July 13, 1965 MECHANISM F I THE MAXIMUM PRESSURES IN HIGHLY-RATED Filed May 18, 1964 T. w. F. BROWN 3,194,222 OR CONTROLLING THE RATE OF RISE OF PRESSURE AND INTERNAL COMBUSTION ENGINES z Sheets-Sheet 2 NORM/11 (if/IRAA/(F 1/01 UME ADD/T/OA/AL VON/ME OF/IUX/Z/APV MBUST/O (l/AMBER F 6.3. m ///0// SUPERCHAAGE Mil/m1 ASP/PAT/OA/ W/T/l NATURAL ASP/RAT/ON l/X/l MAW PISTON BEG/NS A 70 MOI E BACK AT T/l/S \PRESSURE) 1 01 UME lnvenlor THOMAS WALTER FALC ONE R BRO W V July 13, 1965 A. w. MANTZEL 3,194,223

TWO CYCLE ENGINE Filed Feb. 21, 1965 2 Sheets-Sheet 2 Fig.2

INVENTOR. fllfireahfi Wolfgan ma izel lflichael S. S'driker ATTORNEY United States Patent 3,194,223 TWO CYCLE ENGENE Albrecht W. Mantzel, Oftersheim, Germany, assignor to lnpaco Trust, Vaduz, Liechtenstein Filed Feb. 21, 1963, Ser. No. 260,271 1 Claim. (Cl. 123-56) The present invention relates to two cycle engines and more particularly refers to certain new and useful improvements in two cycle engines and wherein fuel supply to the working cylinders proceeds by way of the crank case.

The improvements which during the last ten years were made in two cycle engines and more particularly in the so-called Otto engines have been so successful that nowadays two cycle engines of modern construction excel the four cycle engines in many respects. In as far as diesel engines are concerned, the two cycle type has successfully conquered the market not only in small size units, but also in heavy and heaviest constructions.

The present invention aims at further improving the two cycle engines with regard to their smooth operation and fuel consumption of these internal combustion engines is concerned.

The main object of the invention is to provide an improved two cycle engine which is so designed and constructed that it allows for a novel ignition order in the cooperating working cylinders and for a possibility of adjustment of the pressure increase in said cylinders with the advantageous results that undesired and disadvantageous pressure peaks are avoided and that a better output, a smoother operation and a lower fuel consumption are ensured and that also the crank mechanism may be of lighter construction as compared with the known two cycle engines of the type referred to.

A feature of the improved two cycle'Otto engine according to the invention consists in that the socket for the spark plug is provided with a conical, convex or concave mouth piece which is arranged in the cylinder head for projecting into the conveniently spherical combustion chamber formed in the piston of each working cylinder, whereas in a corresponding diesel engine said socket is similarly arranged, but for receiving the injection valve.

Further advantageous and characteristic features of the improved two cycle engine will be appreciated from the following description of a preferred embodiment of the invention with reference to the accompanying drawings which show in FIG. 1, an axial cross sectional view of the improved two cycle engine according to the invention, and in FIG. 2, a sectional view taken along the line II-II of FIG. 1, of the two cycle engine with two pairs of opposed cylinders.

Referring to the accompanying drawings, in the improved two cycle engine according to the invention each pair of opposed working cylinders 1 and 2 comprises a fuel feed pump having a double acting piston 3 which acts upon the crank case 4 and has its dead centers displaced with regard to dead centers of the pistons 5 and 6 of the working cylinders 1 and 2, respectively.

The fuel supply to each pair of cylinders is centrally controlled by an intermediate member provided in the crank case 4 on the crank-shaft 7, said member 16 being constructed as a rotary disk provided with piston rings 10a as sealing and anti-friction means.

The crank-shaft 7 is arranged in a crank case which is formed by two symmetrical shells 8 and 9 which take charge of the required subdivision of the common crank case for two opposed cylinders into two separate halves,

3,l%,223 Patented July 13, 1965 ice a fluid-tight seal of these two halves being provided by the said intermediate member i0.

With regard to the combustion process to be carried out, particularly in injection type diesel engines constructed according to the invention, it is proposed to make a direct jet injection into a known combustion chamber 11 of e.g. spherical shape provided in the piston and formed by a corresponding recess of the same. According to the present invention the element 12 arranged in the cylinder head 14 as a socket for the injection valve, is provided with a mouth piece 13 of substantially conical shape and projects beyond the inner end face 14a of the cylinder head into an opening of the combustion chamber 11, which opening is so shaped that between the opening of said combustion chamber in the piston and the said mouth piece there is a small ring-shaped gap the width of which varies in dependence of the position of the piston with the advantageous result that the ejection from the spherical combustion chamber proceeds in accordance with an ejection principle which may be determined by the engine constructor, that particularly high pressure peaks are avoided which as is well known disadvantageously affect all the component parts of the engine, and that thus a controlled pressure increase is obtained.

Diesel engines with a spherical combustion chamber arranged in the piston ensure particularly good fuel consumption values by virtue of the fact that there are only very small quantities of heat transmitted to the cylinder walls. Consequently, in spite of a smooth engine operation without pressure peaks, the fuel consumption is expected not to exceed 200 g./H.P./h. within wide speed and load ranges.

What I claim is:

In a two-cycle engine, in combination, a pair of cylinders having each a cylinder head formed with an inner end face; a piston slidable in each cylinder toward and away from said inner end face of the cylinder head of the respective cylinder and each being formed with a spherical combustion chamber and an opening opposite said inner end face of said cylinder head and providing communication between said combustion chamber and the interior of the respective cylinder, said opening in said piston tapering toward said combustion chamber; and a socket member in said cylinder head for receiving an ignition device, said socket member having a mouthpiece tapering towards its free end and projecting beyond said inner end face of said cylinder head into said opening in said piston when the latter is adjacent said cylinder head so as to define between the outer surface of said tapered mouth piece and said tapered opening a ring-shaped gap the width of which varies in dependence on the position of said piston in the respective cylinder.

References Cited by the Examiner UNITED STATES PATENTS 1,000,128 8/11 Swain 12356 1,922,985 8/33 Steiger 123-59 2,076,892 4/37 Irgens 12373 2,151,218 3/39 Lutz. 2,178,246 10/39 Towle 123-56 2,738,780 3/56 Bensinger et a1 12391 2,769,434 11/56 Witzky 12332 2,826,187 3/53 Meyer l231'91 FOREIGN PATENTS 638,583 6/50 Great Britain.

415,997 3/46 Italy.

298,624 5 5 1 Switzerland.

FRED E. ENGELTHALER, Primary Examiner. 

